Method and apparatus for creating a vacuum between vehicle tires and road surface in order to enhance traction

ABSTRACT

An apparatus to reduce skidding of a vehicle tire on the road surface, creates a vacuum between the tire and the road surface when the wheels slip, especially during heavy braking. A number of conduits are attached to the inner side of the tire, each of them extended from a hole in the rim to some of the tread voids. A vacuum head is placed in contact with the rim and sweeps the perforated part of the rim as the wheel rotates. The vacuum head sucks air from the only voids which are precisely in the road contact area, through some of the conduits. A special tread pattern closes off these voids with respect to the ambient atmosphere.

BACKGROUND OF THE INVENTION

When driving on sharp bends at high speed and/or during heavy braking, it is perfectly possible for the tires to skid on the ground and this causes the driver to lose control of the vehicle. If the ground surface is wet or frozen, this possibility becomes stronger; therefore, enhancing the traction is a need for approved safety. Developments in tires and road services have sought to optimize the tire-road friction coefficient. On the other hand, there have been some efforts over the years to improve vehicle traction and braking capability by means of increasing the normal loading on the tires without increasing the total vehicle mass.

Several suggestions have been made to employ vacuum-type devices in order to increase normal force in some patents such as U.S. Pat. No. 6,336,515, US2011/0017538A1, U.S. Pat. No. 3,628,625, U.S. Pat. No. 3,768,599, U.S. Pat. No. 4,044,862, U.S. Pat. No. 4,699,252, and U.S. Pat. No. 4,896,749. In nearly all of them, a piece having a chamber attached to the vehicle is placed in contact with or close to the road surface and the air contained in the said chamber is evacuated in an emergency. So, the generated vacuum creates a load which is transmitted to the vehicle and increases the traction of the vehicle; or generates an additional braking force during the braking operation.

Unfortunately, these systems suffer from many disadvantages. Many of them are useful only when braking and have no effect on the traction of the vehicle when no braking operation is carried out; and the others have limited ground clearance problems. Some of them transmit high forces into the suspension and many of them require large installations. These disadvantages are to be solved in the present invention.

SUMMARY OF THE INVENTION

The main object of this invention is to increase the traction of a wheel-supported vehicle such as an automobile, especially a sports car or a police car in emergencies through applying a vacuum to the area of the tire that is in contact with the road at a given instant in time, usually known as contact patch. In other words, a vacuum is generated in enclosed spaces in the tread voids when they pass through the contact patch and the generated vacuum presses the tire onto the road, resulting in improved traction. The tread pattern is designed such that the vacuum is maintained in the voids located in the contact patch during the operation of the system, while the tire performance is not impaired during the normal operation of the vehicle.

When the system is activated, a vacuum head comes in contact with a perforated rim in a fixed position and a vacuum is generated in the vacuum head. A number of conduits are fixed to the inner side of the tire extended from the rim holes to the tread voids; but a few of them are open to the vacuum head at any instant and therefore air is sucked from them through the vacuum head. The vacuum head is placed where the conduits from which air is sucked, lead into the voids traveling through the contact patch. Therefore these conduits transmit the vacuum only to the mentioned voids.

During the braking operation, if a slip occurs between the tire and the road, the system of the invention can be activated automatically resulting in higher contact forces between the wheels and the road surface; therefore, additional braking force can be generated, which advantageously shortens a braking distance of the vehicle. The system can be activated when increased traction is necessary even if no braking operation is carried out, for example when accelerating on slippery surfaces or extreme cornering. In such circumstances, the mechanism can be activated automatically for example by a wheel slip detection system or manually by a switch.

One advantage of the present invention is that during the operation of the system, nothing comes into contact with the road more than the wheels. Also, the weight of the vehicle helps to seal off the voids acted upon by a vacuum, with respect to the environment. Another advantage of this invention is that the forces generated by the vacuum act on the wheels directly and no additional significant load is applied to the suspension.

BRIEF DESCRIPTION OF THE DRAWINGS

FIGS. 1-a, b are schematic partial cross-sectional views of a wheel along with a vacuum head according to a first embodiment of the invention. The vacuum head is placed in an inoperative position in FIG. 1-a while in an operative position in FIG. 1-b

FIGS. 2-a, b are schematic partial cross-sectional views of a wheel along with a vacuum head according to a second embodiment of the invention. The vacuum head is placed in an inoperative position in FIG. 2-a while in an operative position in FIG. 2-b

FIG. 3 is a schematic partial view of the wheel of FIG. 2-b from the back or inner side of the wheel; while the tire is partially cut away, so that inside the tire can be seen.

FIGS. 4-a, b are the tread patterns on the tire according to this invention. The pattern of FIG. 4-b makes less noise than the pattern of FIG. 4-a.

DETAILED DESCRIPTION OF THE INVENTION

The system of this invention is operated in wheel-supported vehicles when increased traction is necessary and generates a vacuum between the tire and the road whereas in normal circumstances, the system is deactivated and has no effect on tire performance. During the braking operation, if the anti-lock braking system is activated, it means that the friction between the tire and the road is less than the extent that provides the driver's expected braking force.

In these circumstances in order to increase friction, the system of the invention can be activated automatically together with the anti-lock braking system. In addition, when no braking operation is carried out, if there is a risk of slipping, for example when the road is slippery or during extreme cornering, the system of the invention can be activated automatically for example by a wheel slip detection system or manually by a switch. For example, if the vehicle approaches the corner of a road at high speed, the driver can activate the system before the corner and deactivate it again after turning the corner.

More features of the invention will become apparent from the following description of the invention when considered in conjunction with the accompanying drawings.

FIG. 1-a is a schematic partial cross-sectional view of a rim 12 and a tire 11 placed on the road surface 10, along with a vacuum head 17 according to the invention while the vacuum head 17 is placed in an inoperative position. A number of tire holes 15 are placed in a sidewall of the tire 11 within the portion in contact with the rim 12, whereas the perforated sidewall of the tire 11 is placed towards the back or inner side of the wheel. The same number of relatively flexible conduits 13 are arranged inside the tire 11, each of them connected to a tire hole 15 and divided into some branches which open into the voids 14 (the tread pattern will be described).

Only one of the conduits 13 and one of the tire holes 15 are illustrated in FIG. 1-a. There is a rim hole 16 in the rim 12 axially aligned with each tire hole 15 in the tire 11. A section of a vacuum head 17 is shown schematically in an inoperative position, close to but not in contact with the perforated part of the rim 12. When the system is activated, the vacuum head 17 is moved slightly from its inoperative position into the operative position in contact with the rim 12 as shown in FIG. 1-b (the devices by which the vacuum head 17 is moved are not shown).

The vacuum head 17 does not rotate together with the wheel, therefore during a complete rotation of the wheel the perforated part of the rim 12 is swept by the vacuum head 17. However at any point in time, one or a small number of the conduits 13 are open to the vacuum head 17 and lead into the enclosed spaces in some of the voids 14 located in the contact patch (described in more detail in the description of FIG. 3). On the other hand, a vacuum is generated and transmitted through a vacuum conduit 18 (such as a hose) to the vacuum head 17.

Consequently the vacuum is transmitted through one or more conduits 13 to the enclosed spaces between the tire 11 and the road surface 10, resulting in increased traction. The created vacuum also presses the vacuum head 17 slightly onto the rim 12 resulting in improved sealing. It is worth noting that the vacuum head 17 can be located in its position of FIG. 1-b in an inoperative condition, too; provided that the continuous friction between the vacuum head 17 and the rim 12 does not create a problem.

In this case, the devices utilized for the displacement motion of the vacuum head 17 are removed. A proper coating on the rim 12 can prevent wear or air leakage.

The vacuum can be generated for example by one or more vacuum pump (not shown) which can be powered by the engine or a separate motor. Given that the required vacuum is partly dependent on the rotational speed of the wheels, the mentioned vacuum pump can be powered by a rotating component after the transmission such as a drive shaft.

A vacuum reservoir tank (not shown) may be connected with the vacuum conduit 18 to provide sufficient vacuum at the first moments of the operation of the invention system. Material, wall thickness and diameter of the conduit 13 are such that the conduit 13 does not collapse as a result of air pressure in the tire 11 and the vacuum in the conduit 13. Also, the conduit 13 may have a flexible construction because it bends slightly in each rotation of the tire 11 especially at low inflation pressures and also given the possibility of puncturing.

Thus the conduit 13 may be a flexible hose of polymeric material, reinforced for example with circumferential or helical metal rings. The tire hole 15 may be supported for example by a metal ring (not shown) inserted into the tire hole 15 or into the conduit 13 at the connection point with the tire 11. Also, the holes in the tread face of the tire 11 through which the branches of the conduit 13 open into the voids 14, may be supported in such a manner. By shortening the branches of the conduit 13, it is placed in a closer position to the inner surface of the tire 11, to the extent that the conduit 13 can come in contact with the inner surface of the tire 11 and then by fixing the conduit 13 to the inner surface of the tire 11, any displacement of the conduit 13 relative to the tire 11 can be prevented; therefore, the tire 11 can hold its balance.

FIGS. 2-a, b show another embodiment of the invention. The vacuum head 17 shown in FIG. 2-a is in an inoperative position, close to but not in contact with the rim 12, whereas in FIG. 2-b the vacuum head 17 is shown in an operative position in contact with the rim 12. Also, both the operative position and the inoperative position of the vacuum head 17 can be such as shown in FIG. 2-b.

In this embodiment, a circular band 19 is added to the tire 11 and is put around the bed of the rim 12. A cross section of the band 19 is shown in FIGS. 2-a, b. Corresponding to each tire hole 15 shown in FIGS. 1-a, b; there is a hole in the band 19 shown in FIGS. 2-a, b; so that the conduits 13 are connected to these holes in the band 19, each of these holes aligned with a hole created in the rim 12.

The vacuum head 17 is positioned close to perforated part of the rim 12, but does not rotate with the wheel. Thus without the need to hole the side wall of the tire 11 within the small area in contact with the rim 12, the same performance of the first embodiment shown in FIGS. 1-a,b is achieved. The initial circumference of the band 19 may be slightly smaller than its final circumference after installation on the rim 12 so that it can be slightly stretched to prevent air leakage.

FIG. 3 is a schematic partial view of the wheel of FIG. 2-b from the back or inner side of the wheel. The rim 12 and the tire 11 are partially cut away and the vacuum head 17 is shown in section. A number of conduits 13(a, b, c . . . ) inside the tire can be seen, which lead into the tread voids 14(a, b, c . . . ). A small portion of the tire 11 that makes contact with the road surface 10 at a given instant—usually known as contact patch—becomes flat because of the weight of the vehicle; and a small number of the voids 14(a, b, c . . . ) which are located in this portion, form some small spaces between the tire 11 and the road surface 10 and are closed off with respect to the ambient air.

The vacuum head 17 is in contact with the rim 12 such that one or some of the conduits (13 c, 13 d, 13 e at the instant shown) can open into the vacuum chamber 21, and lead into all or some of the enclosed spaces (voids) between the tire 11 and the road surface 10 in some of the voids (14 c, 14 d, 14 e at the instant shown). Air is sucked from the chamber 21 through main vacuum conduit 18, and so a vacuum is generated and transmitted to the said enclosed spaces and this, results in a higher contact force between the tire 11 and the road surface 10. During the rotation of the wheel, the vacuum head 17 remains fixed and the conduits 13(a, b, c . . . ) move, but always the conduits 13(a, b, c . . . ) from which air is sucked out, lead into the contact patch.

The area of the contact patch varies depending on a number of different factors such as the forces acting on the tire 11 or the inflation pressure. On the other hand, the larger the surface to which a vacuum is applied, the greater the generated vacuum force. Thus, in order to increase the efficiency of the present invention, some characteristics of the tire 11 such as its width or proper inflation pressure may be designed such that a larger contact patch can be provided relative to a conventional tire. However, for given said characteristics, the contact patch is still variable because the forces acting on the wheels vary in different conditions.

The first connecting conduit 23 can be embedded in the vacuum head 17 to have some useful functions, when the contact patch is larger than the area acted upon by a vacuum through the vacuum chamber 21. For the conditions of FIG. 3, if voids 14 b, 14 f are closed off with respect to the environment, conduit 13 f and voids 14 f from which air was formerly sucked out through the vacuum chamber 21, after rotation of the wheel through a very small angle, at the instant shown, are connected with conduit 13 b through the first subsidiary connecting conduit 23.

Therefore, the air contained in conduit 13 b and voids 14 b partly flows into conduit 13 f and voids 14 f and this leads to the following results: Firstly, a moment later when conduit 13 b opens into the vacuum chamber 21, less power will be required for vacuum generation in conduit 13 b and voids 14 b. Secondly, the vacuum is applied to a larger part of the contact patch, because the pressure in voids 14 b falls at the instant shown in FIG. 3 and this condition can be maintained until conduit 13 b opens into the vacuum chamber 21 where more vacuum is generated in voids 14 b.

Thirdly, the pressure in voids 14 f increases slightly and approaches the ambient pressure, so that at the next moment, it will be easier to separate the tire 11 from the road surface 10. When for any reason the contact patch is relatively small, voids 14 b and 14 f may be open to the ambient atmosphere. In this case, if at the moment shown in FIG. 3, voids 14 b and 14 f led directly into the vacuum chamber 21, the ambient atmosphere would gain access to the vacuum chamber 21 and then to the entire contact patch; resulting in reduction in the efficiency of the system.

The second connecting conduit 24 can be embedded in the vacuum head 17 to have similar functions to the first connecting conduit 23. When the contact patch is larger and voids 14 a, 14 g are closed off with respect to the environment, the second connecting conduit 24 plays its role and thus the surface to which a vacuum is applied, becomes larger. One or more conduits such as the first and second connecting conduits 23, 24 can be added to the vacuum head 17 based on need.

The discharge conduit 22 is connected to a discharge chamber 20 within the vacuum head 17. The air coming from a pump outlet or an exhaust gas of the engine is discharged at a pressure into the discharge conduit 22 and the chamber 20 and passes through one or some of the conduits (13 m, 13 n at the instant shown) into the connected voids (14 m, 14 n at the same instant) that are to enter the contact patch.

This can result in taking any potential congestion ranging from debris, mud, water, etc out of the conduits 13(a, b, c . . . ). In addition, the road surface 10 onto which the tire 11 will roll is partially cleaned. In another embodiment, the chamber 20 can be positioned after the vacuum chamber 21. It is worth mentioning that some parts of the vacuum head 17 shown in FIG. 3, such as discharge conduit 22 and the first and second connecting conduits 23, 24, are not shown in FIGS. 1-a,b, 2-a,b.

In another embodiment (not shown), some components of a braking system are combined with some components of the present invention. For example in a drum brake, the brake shoe can also function as the vacuum head 17, and the drum can also function as the perforated part of the rim 12, whereas the drum is perforated and attached to the rim 12, or the perforated part of the rim 12 can function as the drum. For another example in a disc brake, the brake pad can also function as the vacuum head 17, and the disc can also function as the perforated part of the rim 12, whereas the vacuum can be transmitted through some cavities or conduits within the disc, the hub and the rim 12 to some of the conduits 13 appropriately. In this embodiment, if the system is activated to increase traction when no braking force is needed, a control system applies the brakes automatically in such a way that no considerable braking force is produced.

FIG. 4-a is an appropriate tread pattern according to this invention and in other words, shows the footprint of an appropriate tire according to the invention, on the road. The ribs 25 form the portion of the tread that comes in contact with the road, shown as dark areas. These ribs 25 are designed in such a manner that the voids 14( . . . , b, c, d . . . ) can be separated from each other. Each branch of the conduits 13(a, b, c . . . ) illustrated in FIG. 3 leads into one of the voids 14( . . . , b, c, d . . . ) in FIG. 4-a, and the voids 14( . . . , b, c, d . . . ) which are arranged in a row, are connected to the branches of one of the conduits 13(a, b, c . . . ) shown in FIG. 3. So, for example, each of the voids 14 b in FIG. 4-a is connected with the conduit 13 b in FIG. 3 through a branch.

In a conventional tire, the tread is designed such that it has no enclosed voids similar to the voids 14( . . . , b, c, d . . . ) because when the wheel passes over wet surfaces, the pressure in such enclosed voids increases causing the tire to slip. However this effect—known as hydroplaning—does not occur in the present invention because each of the voids 14( . . . , b, c, d . . . ) is connected to a conduit 13(a, b, c . . . ) in FIG. 3 causing a vacuum to be created in the voids 14( . . . , b, c, d . . . ) which are located in the contact patch during the operation of the system. In the inoperative condition the voids 14( . . . , b, c, d . . . ) lead into the ambient atmosphere through the conduits 13(a, b, c . . . ) shown in FIG. 3.

FIG. 4-b shows another appropriate tread pattern according to this invention. Those ribs 25 positioned horizontally in FIG. 4-a, are arranged diagonally in FIG. 4-b and this leads to elimination of potential noises caused by horizontal ribs. It is clear that much more patterns can be designed according to the invention. For example, those ribs 25 which are positioned horizontally in FIG. 4-a and diagonally in FIG. 4-b, may have a zigzag pattern in another design could be of circular shape, star, rectangle or other geometric or non-geometric design. Obviously the branches of each one of the conduits 13(a, b, c . . . ) of FIG. 3 are connected to a horizontal row specified in FIG. 4-b by a letter of the alphabet.

It will be apparent to those skilled in the art that variation or changes in the embodiments illustrated and described herein may be made without departure from the present invention. For example, this invention is applicable to some air vehicles to shorten the braking distance when landing. 

1- A traction enhancement system reducing skidding of vehicle tires, comprising: a rim, multiple rim holes, a tire having a specific tread pattern comprising multiple voids on its periphery and further comprising multiple tire holes on an internal area of said tire facing said rim and on an opposite side than where said multiple voids are located at, a vacuum head, multiple flexible conduits extending between said multiple tire holes and said multiple open voids, wherein each of said multiple flexible conduits, divide into multiple branches ending in one of said multiple voids on said tire. 2- The traction enhancement system of claim 1, wherein said system creates vacuum between said tire and road surface. 3- The traction enhancement system of claim 2, wherein said multiple rim holes coaxially sit on top and adjacent to said multiple tire holes; and wherein during inoperative position when said traction enhancement system is not active said vacuum head in close proximity but not in contact with said multiple rim holes. 4- The traction enhancement system of claim 3, wherein when said traction system is activated, said vacuum head will slightly move and will be in contact with said rim and at least one of said multiple rim holes, therefore creating a vacuum path from said vacuum head through said at least one of multiple flexible conduits, passing through at least one of said branches and ending in at least one of said multiple voids on outside surface of said tire, therefore increasing said traction between said tire and said road surface and preventing said tire from skidding on said road. 5- The traction enhancement system of claim 4, wherein said vacuum path is created via at least one pump powered up by an engine of said vehicle and/or a subsidiary and separate motor designed and designated for creating said vacuum and/or a drive shaft of said vehicle. 6- The traction enhancement system of claim 5, wherein during activation of said traction system said vacuum head presses tightly onto said rim, around said at least one of multiple rim holes, therefore improving sealing between said rim and said vacuum head. 7- The traction enhancement system of claim 6, wherein said vacuum path is connected to a vacuum reservoir tank. 8- The traction enhancement system of claim 7, wherein material used and wall thickness and diameter of said multiple flexible conduits prevents their collapse due to a great air pressure difference between said tire and a vacuum created inside said multiple flexible conduits. 9- The traction enhancement system of claim 8, wherein said multiple tire holes further comprising and supported by a metal ring, inserted inside layers of said tire and around said multiple tire holes and/or around said multiple flexible conduits at their connecting point with said tire; and wherein said multiple flexible conduits further comprising reinforcement structure at their circumference where they are connected to said multiple voids preventing said tire to tear apart at a connecting point of said multiple flexible conduits inside said multiple voids. 10- The traction enhancement system of claim 9, wherein said vacuum head does not rotate with said tire, therefore at any point in time during activation of said system, at least one of said multiple flexible conduits will have said vacuum due to a brief contact between said vacuum head and said multiple rim holes. 11- The traction enhancement system of claim 10, wherein said vacuum head is always is contact with said rim, wherein constant and continuous friction between them does not create any problem and in addition to that a specific coating can also be applied on said rim in order to further prevent any wear and tear or air leakage around said vacuum head. 12- The traction enhancement system of claim 11, wherein said vacuum head further comprises multiple head holes arranged horizontally in a row, a main vacuum conduit connected on one end to said vacuum reservoir and on another end to one of said multiple head holes (central hole), a vacuum chamber; wherein said main vacuum conduit is connected to said vacuum chamber via said central hole and wherein said vacuum chamber expands a length covering at least one of said multiple rim holes at a same time when said traction system is activated; and wherein said system further comprises at least one subsidiary connecting vacuum conduit (first vacuum conduit), connecting at least two of said multiple head holes adjacent said central hole and their respective said vacuum paths to each other. 13- The traction enhancement system of claim 12, wherein said vacuum head further comprises a discharge chamber connected to a discharge conduit; covering at least one of said multiple flexible conduits; and wherein said discharge chamber preferably is located in front of said vacuum chamber when said tire is rotating forward. 14- The traction enhancement system of claim 13, wherein during said activation of said system at time zero (t₀=0), said main vacuum conduit sucks out air and creates vacuum inside said vacuum paths of at least one of said multiple flexible conduits that are in direct contact with said vacuum chamber (in-touch holes) while the rest of said multiple rim holes are not in contact with said vacuum chamber (non-touching holes); at said time zero (t₀=0) said first vacuum conduit connects a first pair of said non-touching holes adjacent and on either side of said vacuum chamber with each other; as said tire rotates forward (t₁=1) said multiple rim holes will move under said vacuum head and therefore at least one of said in-touch holes will no longer be in touch with said vacuum chamber, and therefore one of said non-touching holes of said first pair will replace it, therefore said first pair at time t₁ comprises at least one of said previously in-touch holes (comprising vacuum pressure) and another one of said non-touching holes (ambient air pressure) coming into contact with said first vacuum conduit; therefore said first vacuum conduit connecting these two together will adjust a pressure difference between said aforementioned holes; therefore said adjusted pressure falls below said ambient air pressure; as the result of this as said tire rotates forward (t_(n)>t₁, where n>=2) one by one said non-touching holes that will come in touch with said vacuum chamber have a new pressure below said vacuum pressure and therefore less energy will be needed to create said vacuum pressure in said vacuum path in said multiple flexible conduits. 15- The traction enhancement system of claim 14, wherein said pressure adjustment as explained creates a great contact patch at said multiple voids and a road surface; therefore increasing said traction at said contact patch. 16- The traction enhancement system of claim of claim 15, wherein an air from an outlet pump or/and an exhaust gas of said vehicle engine is discharged inside said discharge conduit and therefore said discharge chamber; wherein said air is forced into said multiple flexible conduits that are in close proximity with said discharge conduit; wherein at any given time said multiple flexible conduits that are in line waiting their turn to be used by said main and first vacuum conduits will be cleaned from any congestion of debris, mud and/or water or other material blocking their respective said multiple voids; also said road surface where said tire will roll onto will be partially cleaned. 17- The traction enhancement system of claim 16, in a drum brake of said vehicle said drum shoe can be utilized as said vacuum head; and/or in a disk brake, a brake pad can be utilized to work as said vacuum head. 18- The traction enhancement system of claim 16, wherein said multiple voids comprise any or all of circular shape, star shape, triangle shape, rectangle shape, trapezoid shape, diamond shape, pentagon shape, hexagon, geometric shape and/or non-geometric shape and/or any shape suitable for said tire tread pattern, located vertically, diagonally and/or in a zig zag pattern or any other configuration with respect to each other on said tire surface; wherein at any of said above configurations and shapes said multiple voids must be lined up horizontally on a straight line on a horizontal cross-section of said tire; and wherein any two or more of said multiple voids in any arrangement can be connected to each other on said tread pattern. 19- The traction enhancement system of claim 18, wherein a third discharge chamber can be placed behind said vacuum head, wherein it activates when said tire and therefore said vehicle is rotating/skidding backwards. 20- The traction enhancement system of claim 18, wherein said system further comprises at least two sets of said subsidiary connecting vacuum conduits (said first vacuum conduit and a second vacuum conduit); wherein during said activation of said system at time zero (t₀=0), said main vacuum conduit sucks out air and creates vacuum inside said vacuum paths of at least one of said multiple flexible conduits that are in direct contact with said vacuum chamber (in-touch holes) while the rest of said multiple rim holes are not in contact with said vacuum chamber (non-touching holes); at said time zero (t₀=0) said second vacuum conduit connects a second pair of said non-touching holes adjacent and on either side of said vacuum chamber with each other, wherein said first pair is closer to said main conduit than said second pair; as said tire rotates forward (t₁=1) said multiple rim holes will move under said vacuum head and therefore at least one of said in-touch holes will no longer be in touch with said vacuum chamber, and therefore one of said non-touching holes of said first pair will replace it, therefore said first pair at time t₁ comprises at least one of said previously in-touch holes (vacuum pressure) and one of said second pair's non-touching hole (ambient air pressure); therefore said first vacuum conduit connecting these two together will adjust a pressure difference between said aforementioned holes; therefore said adjusted pressure falls below said ambient air pressure; as the result of this as said tire rotates forward (t_(n)>t₁) one by one said non-touching holes that will come in touch with said vacuum chamber have a new pressure below said vacuum pressure and therefore less energy will be needed to create said vacuum pressure in said vacuum path in said multiple flexible conduits. 